JP2009103065A - Vehicle output control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle output control device capable of ensuring good sport sound to sufficiently create sporting performance while suppressing a shift shock when a transmission downshifts with a driving source driven according to off-operation of an accelerator or the like. <P>SOLUTION: When the automatic transmission 2 downshifts with an engine 1 driven, operation for increasing the opening of a throttle valve 6 to increase output torque of the engine 1 and operation for delaying ignition timing of an ignition plug 12 to reduce output torque of the engine 1 are simultaneously performed. In this case, an increase in the output torque is set to be larger than a decrease in the output torque. Accordingly, the sport sound sufficiently creating the sporting performance of a vehicle can be provided by increasing intake air volume without causing a feeling of jumping out of the vehicle. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to an output control device mounted on an automobile or the like. In particular, the present invention relates to output control of a drive source when a drive source such as an internal combustion engine is in a driven state and a transmission is shifted down.

  Conventionally, when the vehicle is in a driven state in which the driver does not depress the accelerator pedal (hereinafter referred to as an accelerator-off state), the transmission is downshifted (for example, downshift by manual operation). When this is done, a shift shock due to an increase in engine braking force may occur, leading to deterioration of drivability.

  In order to reduce such a shift shock, for example, the following Patent Document 1 discloses that the throttle opening is increased at the time of shift down in the accelerator off state. That is, by increasing the throttle opening, the amount of intake air into the cylinder is increased, and the output torque of the engine is increased to reduce the shift shock. Further, in this case, the engagement of the friction engagement element provided in the transmission (for example, the automatic transmission) is increased by the increase in the engine speed (increase toward the synchronous speed at the shift speed after the shift: blipping). The joint operation and the like are performed smoothly, and effects such as shortening the shift time, improving the shift response, and improving the sports feeling are also exhibited.

Patent Document 2 below discloses that not only the throttle opening is increased at the time of shift down in the accelerator-off state as described above, but also the ignition timing of the spark plug is retarded. More specifically, the ignition timing is retarded only from the time when the engine output increases due to the increase in the throttle opening until the transmission shift-down operation is actually started. This offsets the increase in engine output due to the increase in throttle opening and the decrease in engine output due to the retard of the ignition timing, and stabilizes the engine output torque before the start of the shift down operation of the transmission. ing. Then, at the time when the shift down operation of the transmission is started, the retard control of the ignition timing is canceled and the engine output is increased.
JP-A-5-229368 JP 10-89114 A

  In general, in automobiles that require sports driving, so-called sports sounds, which are sound quality that suits the driver's preference, are required as intake sounds in the engine intake system and combustion sounds (explosive sound) in the combustion chamber. Yes. This sports sound can produce the sportiness of the car. In order to obtain a large sports sound, it is effective to increase the intake air amount by temporarily increasing the throttle opening, for example, during downshifting.

  As described above, in Patent Document 1, it is possible to reduce the shift shock by increasing the throttle opening at the time of downshifting in the accelerator-off state. However, if the throttle opening is set to be large in order to increase the volume of the sports sound, the engine output torque becomes too high, and a shock that accelerates the vehicle during the shift down operation of the transmission (so-called so-called) , The feeling of jumping out) is given to the occupant, and this occupant feels uncomfortable. In other words, the driver feels uncomfortable because a shock to the acceleration side occurs despite the fact that the driver is decelerating by shifting down in the accelerator-off state.

  Further, there is a possibility that a large shift shock may occur at the end timing of the shift operation. For example, in an automatic transmission, when the operating hydraulic pressure of the friction engagement element is high, the transmission input shaft rotation speed (turbine rotation speed) is reached when the engagement of the friction engagement element engaged during the downshift operation is completed. ) Is high, a shock to the acceleration side occurs. Conversely, when the operating hydraulic pressure of the friction engagement element is low, the transmission input shaft rotation speed is low because the friction engagement element engaged during the shift down operation is in a light load state before the engagement is completed. As the load increases at the time when the engagement of the frictional engagement elements is completed, the transmission input shaft rotation speed rapidly decreases, and a shock to the deceleration side occurs.

  In order to solve this problem, it may be possible to set a small increase in the throttle opening at the time of shift down in the accelerator-off state so as not to cause a shift shock, but this sufficiently obtains the sports sound. In other words, the sporting performance of the car is faded and the driver's request for the sporting performance cannot be met. Thus, in the thing of patent document 1, it is difficult to make compatible the cancellation | release of a shift shock and ensuring of a favorable sports sound.

  On the other hand, in Patent Document 2, since the ignition timing is retarded until the shift down operation of the transmission is started, the responsiveness at the start of the shift is improved (the shift is increased by the increase in engine output torque). It was not possible to improve responsiveness by increasing the machine input shaft rotation speed, and it was not possible to obtain a sports sound before the start of the shift down operation of the transmission.

  The present invention has been made in view of such a point, and the object of the present invention is to suppress a shift shock at the time of a shift down of a transmission in a driven state of a drive source accompanying the accelerator off or the like. An object of the present invention is to provide an output control device for a vehicle that can ensure good sports sound and produce a sporting effect sufficiently.

-Solving principle-
The solution principle of the present invention taken to achieve the above object is to increase the output torque of the internal combustion engine when the transmission is downshifted in the driven state of the internal combustion engine (drive source). The operation for decreasing the output torque is simultaneously performed, and the amount of increase in the output torque is set to be larger in the balance. As a result, the sporting performance of the vehicle can be sufficiently performed without increasing the output torque of the internal combustion engine more than necessary (more than when the feeling of popping out of the vehicle occurs) and ensuring a sufficient amount of intake air. Sport sound is obtained.

-Solution-
Specifically, the present invention is premised on an apparatus for controlling the output of the drive source in a vehicle in which the drive force from the drive source is shifted by a transmission and transmitted to the drive wheels. This output control device is provided with a shift down recognition means, torque up means, torque down means, torque up execution means, torque down execution means, and output torque control means. The shift down recognition means recognizes that the shift down operation of the transmission is performed in the driven state of the drive source. The torque increase means can increase the output torque of the drive source. The torque down means can reduce the output torque of the drive source. The torque-up execution means receives the output from the shift-down recognition means, and increases the output torque of the drive source by the torque-up means when the transmission is down-shifted in the driven state of the drive source. Is to start. The torque-down execution means starts the output torque increase operation of the drive source by the torque-up execution means, and the output torque of the drive source by the torque reduction means substantially coincides with the increase timing of the output torque of the drive source. Is started. The output torque control means is configured so that the increase amount of the output torque of the drive source that is increased by the torque increase execution means is larger than the decrease amount of the output torque of the drive source that is decreased by the torque reduction execution means. The amount of increase and decrease of each output torque is controlled.

  Due to this specific matter, when the shift down operation of the transmission is performed in the driven state of the drive source due to the accelerator off or the like while the vehicle is running, the shift down recognition means recognizes this. For example, it is recognized that a downshifting operation is performed by receiving a command signal accompanying a downshifting operation of the driver of the vehicle. In accordance with this, the torque increase execution means starts the operation of increasing the output torque of the drive source by the torque increase means. For example, in an internal combustion engine, an increase in the intake air amount is started. When the output torque of the drive source actually increases due to this operation, the torque reduction execution unit operates at a timing substantially coincident with the timing, and the operation of reducing the output torque of the drive source by the torque reduction unit is started. Let For example, in an internal combustion engine, a retarding operation of the ignition timing of the spark plug is performed. In this case, the amount of increase in the output torque of the drive source (torque up amount due to the operation of the torque up execution means) and the amount of decrease in the output torque (torque down amount due to the operation of the torque down execution means) are controlled by the output torque control means. Then, the increase amount of the output torque of the drive source is set larger than the decrease amount of the output torque of the drive source. For this reason, while making it possible to obtain a sports sound that can produce a sporting effect by securing a sufficient amount of intake air, etc., it is more than necessary (more than a feeling of popping out of the vehicle). The output torque will not increase. As a result, it is possible to improve both the shift response at the time of the downshift operation and secure a good sports sound while suppressing the shift shock.

  Further, specific examples of the operation when ending the increase in the output torque of the drive source by the torque-up execution unit described above are as follows. That is, the output torque of the drive source is reduced by the torque-down execution means at a timing substantially equal to the timing at which the output torque of the drive source decreases after the increase operation of the output torque of the drive source by the torque-up execution means ends. Torque down end means for ending the operation is provided.

  According to this, the period during which the output torque of the drive source is increased by the operation of the torque increase execution means and the period during which the output torque of the drive source is decreased by the operation of the torque down execution means can be made substantially coincident. it can. That is, although the output torque of the drive source is increasing due to the operation of the torque increase execution unit, the operation of the torque reduction execution unit (the operation of decreasing the output torque of the drive source) is completed, and the drive source The output torque of the vehicle does not become excessively large and the vehicle will not feel popped out. In addition, the state in which the output torque of the drive source is decreased by the operation of the torque reduction execution unit is continued despite the operation of the torque increase execution unit (operation of increasing the output torque of the drive source) being completed. The sudden deceleration of the vehicle is no longer caused.

  Specific examples of the increase operation of the output torque by the torque increase execution means include the following. First, the drive source is an internal combustion engine. Further, the torque increase means is a throttle valve that can adjust the intake air amount of the internal combustion engine. The torque increase execution means increases the intake amount of the internal combustion engine by increasing the opening of the throttle valve when the shift down operation of the transmission is performed in the driven state of the internal combustion engine. The output torque from the engine is increased.

  On the other hand, specific examples of the operation for reducing the output torque by the torque-down execution means include the following. First, the drive source is an internal combustion engine. The torque reduction means is an ignition plug or an intake / exhaust valve of an internal combustion engine. Then, the torque-down execution means is substantially coincident with the timing at which the output torque of the internal combustion engine is increased by the operation of the torque-up execution means, and the ignition timing of the ignition plug is retarded, or the intake / exhaust valve opening / closing timing. The output torque of the internal combustion engine is reduced by changing the phase.

  With these configurations, it is possible to specifically specify the configuration and operation for increasing the output torque of the internal combustion engine that is the drive source, and the configuration and operation for decreasing the output torque of the internal combustion engine. In particular, when increasing the output torque of the internal combustion engine, the intake amount of the internal combustion engine is increased by increasing the opening of the throttle valve. A good sports sound can be obtained by effectively generating combustion noise. Further, when reducing the output torque of the internal combustion engine, the retarding operation of the ignition timing of the spark plug or the phase change of the opening / closing timing of the intake / exhaust valve is performed within a short time from the start of these controls. It is possible to reduce the output torque of the internal combustion engine, a delay occurs in the operation for reducing this output torque, and the input shaft rotational speed of the transmission rises rapidly (only the operation of increasing the output torque of the internal combustion engine). It is avoided that the rotational speed of the input shaft suddenly increases due to the fact that it is performed in advance, and adversely affects the shift-down operation.

  More specifically, the start timing of the reduction operation of the output torque of the drive source by the torque reduction execution means includes a timing at which the throttle valve opening is increased, a timing at which the estimated value or actual measurement value of the output torque of the internal combustion engine increases. It is set as the structure which substantially corresponds to either of these.

  The shift down recognition means is configured to recognize that a downshift operation has been performed when a manual downshift operation is performed by a driver of the vehicle.

  Thereby, a favorable sports sound can be obtained in response to the driver's (driver's) intention (intention to shift down). In other words, every time the driver performs a downshift operation, a shift operation toward the downshift side is performed with a loud sports sound, so it is possible to accurately meet the demands of a driver who expects to produce sports driving. .

  The timing for starting the increase operation of the output torque of the drive source by the torque up execution means is set to the timing when a predetermined delay time has elapsed after the shift down recognition means recognizes the shift down operation of the transmission.

  In particular, in the case of an automatic transmission that performs a shift operation by hydraulic control, the hydraulic pressure increases after a shift command is received (when the shift down recognition means recognizes the shift down operation of the transmission), and a predetermined friction engagement occurs. There may be a time delay before the release and engagement of the element is initiated. Therefore, as described above, by delaying the timing for starting the increase operation of the output torque of the drive source, the operation of the friction engagement element (release / engagement operation) and the increase operation of the output torque of the drive source are synchronized. It becomes possible to obtain the output torque of the drive source suitable for the shift-down operation.

  Specific control operations by the output torque control means include the following. In other words, while increasing the rotational speed of the drive source to the synchronous rotational speed at the shift stage after the downshift, the output torque control means determines the amount of increase in the output torque that can sufficiently obtain the operating sound (sport sound) accompanying the increase in the output torque. Have to set.

  In addition, a target torque that does not cause a feeling of jumping out in the forward direction of the vehicle accompanying an increase in the output torque of the drive source that is increased by the torque increase execution means is set, and is reduced by the torque reduction execution means so as to become this target torque. The output torque control means sets the amount of decrease in the output torque of the drive source.

  Further, as a specific control operation by the torque control ending means, the output torque of the drive source by the torque-up execution means is reduced before the input shaft speed of the transmission reaches the synchronous speed at the shift stage after the downshift. The increase operation and the decrease operation of the output torque of the drive source by the torque down execution means are both terminated.

  According to this, although the shift-down operation is finished, the increase operation of the output torque of the drive source by the torque-up execution means is continued and a feeling of popping out of the vehicle occurs or the torque down execution is performed. Thus, the operation of reducing the output torque of the drive source by the means is not continued and the vehicle is not suddenly decelerated, so that the drivability at the time when the downshift operation is completed can be ensured satisfactorily.

  In the present invention, when the transmission is downshifted in the driven state of the driving source, the operation of increasing the output torque of the driving source and the operation of decreasing the output torque are simultaneously performed, and the reduction of the output torque is performed. The increase amount of the output torque is set to be larger than the amount. As a result, it is possible to avoid the feeling of jumping out of the vehicle by reducing the output torque while improving the shift response during the shift-down operation while sufficiently obtaining the sports sound by increasing the output torque. It is possible to achieve both the sporting performance of the vehicle.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In this embodiment, a case where the present invention is applied to an FR (front engine / rear drive) vehicle equipped with an automatic transmission will be described. Before explaining the control operation at the time of downshifting in the accelerator-off state (including a state where the accelerator opening is very small (for example, an opening of 5% or less)), which is the characteristic feature of the present embodiment, The basic operation of the power train (vehicle drive device) and the automatic transmission will be described.

  FIG. 1 is a schematic configuration diagram showing a power train of a vehicle according to the present embodiment, FIG. 2 is a skeleton diagram showing an example of a transmission mechanism 30 in the automatic transmission 2 of FIG. 1, and FIG. 4 is an engagement table of each clutch and each brake for each gear position in the mechanism unit 30.

  In FIG. 1, 1 is an engine (drive source), 2 is an automatic transmission, 3 is an engine control device (engine ECU), and 4 is a transmission control device (transmission ECU).

-Engine 1-
The engine 1 generates rotational power by burning an air-fuel mixture in which air sucked from the outside and fuel injected from an injector (fuel injection valve) 5 are mixed at an appropriate ratio by ignition of a spark plug 12. It is an internal combustion engine. The intake air amount is adjusted by a throttle valve (torque-up means in the present invention) 6. The throttle valve 6 is driven by an electric actuator (throttle motor or the like) 7, and the opening degree is adjusted by driving the actuator 7 based on the depression amount of the accelerator pedal 11 and control conditions. The injector 5 and the actuator 7 are controlled by the engine control device 3.

-Automatic transmission 2-
The automatic transmission 2 shifts the rotational power input from the engine 1 to the input shaft 9 and outputs it to the drive wheels via the output shaft 10. The automatic transmission 2 mainly includes a torque converter (fluid coupling) 20 and a transmission mechanism unit 30. The hydraulic control device 40 is included.

  As shown in FIG. 2, the torque converter 20 is rotationally connected to the engine 1 and includes a pump impeller 21, a turbine runner 22, a stator 23, a one-way clutch 24, a stator shaft 25, and a lock-up clutch 26. ing.

  The lock-up clutch 26 enables the pump impeller 21 (input side) and the turbine runner 22 (output side) of the torque converter 20 to be directly connected, and the pump impeller 21 and the turbine runner 22 are connected as necessary. The state is switched between a directly engaged state, a released state in which the pump impeller 21 and the turbine runner 22 are disconnected, and a half-engaged state (slip state) between these engaged state and released state.

  The engagement force of the lockup clutch 26 is controlled by controlling the hydraulic pressure applied to the pump impeller 21 and the turbine runner 22 by the lockup control valve 27.

  As shown in FIG. 2, the speed change mechanism 30 mainly includes a first planetary 31, a second planetary 32, a third planetary 33, clutches C1 to C4, brakes B1 to B4, one-way clutches F0 to F3, and the like. Thus, a shift of 6 forward speeds and 1 reverse speed is possible.

  The first planetary 31 is a gear type planetary mechanism called a double pinion type, and includes a sun gear S1, a ring gear R1, a plurality of inner pinion gears P1A, a plurality of outer pinion gears P1B, and a carrier CA1. It is the structure containing.

  The sun gear S1 is selectively connected to the input shaft 9 via the clutch C3. The sun gear S1 is selectively connected to the housing via the one-way clutch F2 and the brake B3, and is prevented from rotating in the reverse direction (the direction opposite to the rotation of the input shaft 9). The carrier CA1 is selectively connected to the housing via the brake B1, and is always prevented from rotating in the reverse direction by the one-way clutch F1 provided in parallel with the brake B1. The ring gear R1 is integrally connected to the ring gear R2 of the second planetary 32, and is selectively connected to the housing via the brake B2.

  The second planetary 32 is a gear-type planetary mechanism called a single pinion type, and includes a sun gear S2, a ring gear R2, a plurality of pinion gears P2, and a carrier CA2.

  The sun gear S2 is integrally connected to the sun gear S3 of the third planetary 33, and is selectively connected to the input shaft 9 via the clutch C4. The sun gear S2 is selectively connected to the input shaft 9 via the one-way clutch F0 and the clutch C1, and is prevented from rotating in the opposite direction relative to the input shaft 9. The carrier CA2 is integrally connected to the ring gear R3 of the third planetary 33, is selectively connected to the input shaft 9 via the clutch C2, and is selectively connected to the housing via the brake B4. The The carrier CA2 is always prevented from rotating in the reverse direction by a one-way clutch F3 provided in parallel with the brake B4.

  The third planetary 33 is a gear-type planetary mechanism called a single pinion type, and includes a sun gear S3, a ring gear R3, a plurality of pinion gears P3, and a carrier CA3. The carrier CA3 is integrally connected to the output shaft 10.

  The clutches C1 to C4 and the brakes B1 to B4 are configured by a wet multi-plate friction engagement device (friction engagement element) using the viscosity of oil.

  The hydraulic control device 40 establishes an appropriate shift speed (forward 1st to 6th speed, reverse speed) by individually engaging and releasing the clutches C1 to C4 and the brakes B1 to B4 in the speed change mechanism 30. is there. Since the basic configuration of the hydraulic control device 40 is known, detailed illustration and explanation are omitted here.

  Here, the conditions for establishing each gear position in the above-described transmission mechanism 30 will be described with reference to FIG.

  FIG. 3 is an engagement table showing engagement or disengagement states of the clutches C1 to C4, the brakes B1 to B4, and the one-way clutches F0 to F3 for each gear position of the transmission mechanism unit 30. In this engagement table, ◯ indicates “engaged”, x indicates “released”, ◎ indicates “engaged during engine braking”, and Δ indicates “engaged only during driving”.

  Note that the clutch C1 is called a forward clutch (input clutch) and, as shown in the engagement table of FIG. 3, the vehicle other than the parking position (P), the reverse position (R), and the neutral position (N) It is used in the engaged state when establishing a shift stage for moving forward.

-Engine control device 3, transmission control device 4-
The engine control device 3 drives the engine 1 by controlling the air-fuel mixture supplied to the engine 1 and the combustion timing in accordance with the traveling state.

  The transmission control device 4 controls the hydraulic control device 40 to establish an appropriate shift stage, that is, a power transmission path in the transmission mechanism unit 30.

  The engine control device 3 and the transmission control device 4 are connected so as to be able to transmit and receive information necessary for engine control and transmission control.

  Although not shown, the engine control device 3 and the transmission control device 4 are both generally known ECUs (Electronic Control Units), which are respectively a CPU (Central Processing Unit), a ROM (Read Only Memory), A RAM (Random Access Memory) and a backup RAM are provided.

  The ROM stores various control programs, maps that are referred to when the various control programs are executed, and the like. The CPU executes arithmetic processing based on various control programs and maps stored in the ROM. The RAM is a memory for temporarily storing calculation results in the CPU, data input from each sensor, and the like. The backup RAM is a non-volatile memory for storing data to be saved when the engine 1 is stopped. is there.

  As shown in FIG. 4, the engine control device 3 includes an engine speed sensor 101 for detecting the crankshaft speed of the engine 1, a throttle opening sensor 102 for detecting the opening degree of the throttle valve 6, and intake air. Various sensors for detecting the operating state of the engine 1 such as an air flow meter 103 for detecting the amount are connected, and signals of the respective sensors are inputted. The engine control device 3 also includes the fuel injection amount and fuel injection timing of the actuator 7 of the throttle valve 6, the injector 5, the ignition timing of the ignition plug (torque down means in the present invention) 12, and the opening / closing timing of the intake and exhaust valves. Each part of the engine 1 such as a VVT (Variable Valve Timing) mechanism (torque down means in the present invention) 13 for changing the phase is controlled.

  A torque estimation map for estimating the output torque of the engine 1 is stored in the ROM of the engine control device 3. Based on the torque estimation map, the current engine speed is detected based on the engine speed detected by the engine speed sensor 101, the throttle opening detected by the throttle opening sensor 102, and the intake air amount detected by the air flow meter 103. 1 output torque can be estimated.

  The transmission control device 4 includes an input shaft rotational speed sensor 110 that detects the rotational speed of the input shaft 9, an output shaft rotational speed sensor 111 that detects the rotational speed of the output shaft 10, and an accelerator pedal 11 that is operated by a driver. An accelerator opening sensor 112 that detects the degree, a shift position sensor 113 that detects the shift lever position of the automatic transmission 2, a wheel speed sensor 114 that detects the speed of the driving wheel (wheel speed), and the like are connected. The wheel speed sensor 114 is provided in each wheel, and is used for detecting a road surface condition in ABS (Antilock Bracket System) control.

  The transmission control device 4 outputs a lockup clutch control signal to the lockup control valve 27. Based on the lock-up clutch control signal, the lock-up control valve 27 controls the engagement pressure of the lock-up clutch 26, and the lock-up clutch 26 is engaged (torque state), released (completely slipped), The semi-engaged state (slip state: also called flex lockup state) is switched.

  Further, the transmission control device 4 outputs a solenoid control signal (hydraulic command signal) to the hydraulic control device 40 of the automatic transmission 2. Based on this solenoid control signal, a linear solenoid valve, an on-off solenoid valve, and the like provided in the hydraulic control circuit of the hydraulic control device 40 are controlled, and predetermined gears (first to sixth gears, reverse gear) Etc.), the clutches C1 to C4 and the brakes B1 to B4 of the automatic transmission 2 are engaged or released in a predetermined state.

-Shift device 50 and paddle switches 61, 62-
Moreover, the shift apparatus 50 is arrange | positioned in the vicinity of the driver's seat of the vehicle which concerns on this embodiment (refer FIG. 1). The shift device 51 is provided with a shift lever 51 so that it can be displaced. Further, as shown in FIG. 5, the shift device 50 includes a shift having a parking (P) position, a reverse (R) position, a neutral (N) position, a drive (D) position, and a sequential (S) position. A gate is formed so that the driver can displace the shift lever 51 to a desired shift position. The shift positions of these parking (P) position, reverse (R) position, neutral (N) position, drive (D) position, and sequential (S) position (including the “+” position and “−” position described below) are , Detected by the shift position sensor 113.

  In a state where the shift lever 51 is operated to the “drive (D) position”, the automatic transmission 2 is set to the “automatic shift mode”, and a gear position is selected according to a shift map, which will be described later, and an automatic shift operation is performed. .

  On the other hand, in a state where the shift lever 51 is operated to the “sequential (S) position”, the automatic transmission 2 is set to the “manual transmission mode”. A “+” position and a “−” position are provided before and after the S position. The “+” position is a position where the shift lever 51 is operated during a manual upshift, and the “−” position is a position where the shift lever 51 is operated during a manual downshift. When the shift lever 51 is in the S position and the shift lever 51 is operated to the “+” position or the “−” position with the S position as a neutral position, the gear position of the automatic transmission 2 is increased or decreased. The Specifically, the gear position is increased by one step for each operation to the “+” position (for example, 1st → 2nd →... → 6th). On the other hand, the gear stage is lowered by one stage for each operation to the “−” position (for example, 6th → 5th →... → 1st).

  As shown in FIG. 1, paddle switches 61 and 62 are provided on the steering wheel 60 disposed in front of the driver's seat of the vehicle according to the present embodiment. These paddle switches 61 and 62 are formed in a lever shape, and an upshift paddle switch 61 for outputting a command signal for requesting an upshift of the shift stage and a command signal for requesting a downshift of the shift stage. And a downshift paddle switch 62. The upshift paddle switch 61 is labeled with a “+” symbol, and the downshift paddle switch 62 is labeled with a “−” symbol.

  When the shift lever 51 is operated to the “sequential (S) position” to be in the “manual shift mode”, when the upshift paddle switch 61 is operated (pulling forward), 1 For each turn operation, the gear position is increased by one (for example, 1st → 2nd →... → 6th). On the other hand, when the down-shift paddle switch 62 is operated (pulling forward), the gear position is decreased by one step (for example, 6th → 5th →. → 1st) for each operation.

  In the present embodiment, so-called D-range paddle active control is also possible. That is, even when the shift lever 51 is operated to the “drive (D) position” and the automatic transmission 2 is in the “automatic transmission mode”, the manual shift operation by the operation of the paddle switches 61 and 62 is performed. It is possible. Specifically, when the shift lever 51 is operated to the “drive (D) position” as described above, the “automatic shift mode” is set, and basically, the shift stage is selected according to a shift map described later. In this state, when the upshift paddle switch 61 is operated, the gear position is increased, and when the downshift paddle switch 62 is operated, the gear position is decreased. Yes. After that, when the state where the paddle switches 61 and 62 are not operated continues for a predetermined time or when the depression amount of the accelerator pedal 11 is increased and the return condition to the “automatic shift mode” is satisfied, the shift map is followed. The automatic shift operation is restored.

-Shift map-
The shift control of the automatic transmission 2 in the “automatic shift mode” is performed according to a shift map (shift condition) as shown in FIG. 6, for example. This shift map is a map in which a plurality of regions for determining an appropriate shift speed are set according to the vehicle speed V and the accelerator opening θTH, and the vehicle speed V and the accelerator opening θTH as parameters. It is stored in the ROM of the control device 4. Each region of the shift map is partitioned by a plurality of shift lines (shift stage switching lines). In the shift map shown in FIG. 6, the upshift line (shift line) is indicated by a solid line, and the downshift line (shift line) is indicated by a broken line. Also, each switching direction of upshifting and downshifting is shown using numerals and arrows in the figure.

-Shift control operation of automatic transmission 2-
Next, the shift control operation of the automatic transmission 2 configured as described above will be described.

  First, the “automatic shift mode” in which the shift lever 51 is operated to the “drive (D) position” will be described.

  The transmission control device 4 calculates the vehicle speed V from the output signal of the output shaft rotational speed sensor 111, calculates the accelerator opening θTH from the output signal of the accelerator opening sensor 112, and sets the vehicle speed V and the accelerator opening θTH. Based on the shift map shown in FIG. 6, the target shift speed is calculated. Further, the present gear stage is determined by determining the ratio of the number of revolutions obtained from the output signals of the input shaft revolution number sensor 110 and the output shaft revolution number sensor 111 (output revolution number / input revolution number). It is determined whether or not a shift operation is necessary by comparing with the target shift stage.

  If the result of the determination indicates that there is no need for a shift (when the current shift stage and the target shift stage are the same and the shift stage is set appropriately), a solenoid control signal (hydraulic command) is used to maintain the current shift stage. Signal) to the hydraulic control device 40 of the automatic transmission 2.

  On the other hand, when the current shift speed and the target shift speed are different, shift control is performed. For example, when the traveling state of the vehicle changes from the state where the automatic transmission 2 is traveling in the state of “fourth speed”, for example, the point A changes to the point B shown in FIG. Since the change occurs across the shift line [4 → 5], the target shift speed calculated from the shift map is “5-speed”, and the solenoid control signal (hydraulic command signal) for setting the 5-speed shift speed is automatically shifted. Output to the hydraulic control device 40 of the machine 2 to perform a shift (4 → 5 up shift) from the fourth gear to the fifth gear.

  In addition, for example, when the traveling state of the vehicle changes from a state where the shift stage of the automatic transmission 2 is traveling in the state of “sixth speed”, for example, from point C to point D shown in FIG. Since the change occurs across the shift down shift line [6 → 5], the target shift speed calculated from the shift map is “5-speed”, and a solenoid control signal (hydraulic command signal) for setting the 5-speed shift speed is set. Output to the hydraulic control device 40 of the automatic transmission 2 to perform a shift from the sixth gear to the fifth gear (6 → 5 downshift). The shift operation from the sixth gear to the fifth gear is a so-called clutch that shifts the clutch C3 from the disengaged state to the engaged state and simultaneously shifts the brake B2 from the engaged state to the disengaged state. It is a two-clutch shift.

  On the other hand, even in the “automatic shift mode” in which the shift lever 51 is operated to the “drive (D) position” as described above, when the driver operates the paddle switches 61 and 62, the shift operation is performed according to the operation. (Manual shift operation) is performed. In other words, when the upshift paddle switch 61 is operated in this “automatic shift mode”, a solenoid control signal (hydraulic command signal) for upshifting is output to the hydraulic control device 40 of the automatic transmission 2 for shifting. The stage is up. On the other hand, when the downshift paddle switch 62 is operated, a solenoid control signal (hydraulic command signal) for downshift is output to the hydraulic control device 40 of the automatic transmission 2 and the gear position is lowered.

  Next, the “manual shift mode” in which the shift lever 51 is operated to the “sequential (S) position” will be described.

  As described above, in this “manual shift mode”, a shift operation is performed by operating the shift lever 51 and the paddle switches 61 and 62. That is, every time the shift lever 51 is operated to the “+” position once with the S position as the neutral position, the gear position is increased by one step, and each time the shift lever 51 is operated to the “−” position, the gear position is increased. Down one step at a time. When the upshift paddle switch 61 is operated, the gear position is increased by one step for each operation, and when the downshift paddle switch 62 is operated, the gear position is increased by one step for each operation. It goes down one by one.

-Shift-down control operation with accelerator off-
Next, a shift-down control operation in an accelerator-off state (including a state where the accelerator opening is very small (for example, an opening of 5% or less)) that is an operation characteristic of the present embodiment will be described below.

  Here, the automatic transmission 2 is set to the “manual transmission mode” (the shift lever 51 is in the “sequential (S) position”), and the shift lever 51 or the downshift paddle switch 62 is operated in the accelerator off state. A case where a downshift is performed will be described. However, the present invention is not limited to this, and when the automatic transmission 2 is in the “automatic transmission mode”, when the gear is shifted down in the accelerator-off state (so-called coast down shifting, or by the D range paddle active control). A similar control operation may be performed when shifting down.

  FIG. 7 is a flowchart showing the procedure of the downshift control operation in the accelerator off state. FIG. 8 shows the shift command, the input shaft speed of the automatic transmission 2, the opening command signal of the throttle valve 6 and the actual opening of the throttle valve 6 when the downshift control operation is performed in the accelerator-off state. 2 shows an example of changes in the estimated value of the output torque of the engine 1 and the ignition timing of the spark plug 12.

  The shift command is a command signal from the shift position sensor 113 or the paddle switches 61 and 62, and when the shift lever 51 is operated from the neutral position of the S position to the “−” position, or for downshifting. When the paddle switch 62 is operated, a downshift command is transmitted as this shift command. The input shaft rotational speed is the rotational speed of the input shaft 9 detected by the input shaft rotational speed sensor 110. The throttle valve 6 opening command signal is a control signal transmitted from the engine control device 3 to the actuator 7 of the throttle valve 6. The actual opening of the throttle valve 6 is detected by a throttle opening sensor 102. The actual opening of the throttle valve 6 becomes an opening according to the control signal with a slight time delay after a control signal (opening command signal) is transmitted to the actuator 7 of the throttle valve 6. As described above, the estimated value of the output torque of the engine 1 is obtained using the torque estimation map stored in the ROM of the engine control device 3 and using the engine speed, the throttle opening, and the intake air amount as parameters. The ignition timing of the spark plug 12 is set according to a control signal transmitted from the engine control device 3 to the spark plug 12. In this case, as the ignition timing is retarded, the output torque of the engine 1 becomes smaller.

  A procedure for the downshift control operation in the accelerator-off state will be described below with reference to the flowchart shown in FIG. 7 and the timing chart shown in FIG. The control routine for the accelerator-off / shift-down operation shown in FIG. 7 is repeatedly executed at predetermined time intervals (for example, several milliseconds) in the engine control device 3 while the vehicle is running.

  First, in step ST1, the opening (depression amount) of the accelerator pedal 11 is calculated from the output signal of the accelerator opening sensor 112, and it is determined whether or not the opening of the accelerator pedal 11 is equal to or less than a predetermined value. Examples of the predetermined value here include an opening degree of 5%. That is, when the engine 1 is in an idling state or the accelerator pedal 11 is very small and the engine 1 is in a driven state, a Yes determination is made in step ST1. The predetermined value is not limited to the above-described value, and can be determined empirically by, for example, experiments and calculations. Further, an idle contact for detecting the fully closed state of the throttle valve 6 may be provided, and when this idle contact is in the ON state, Yes determination may be made in this step ST1.

  Then, if the opening degree of the accelerator pedal 11 exceeds the predetermined value and the determination is NO in this step ST1, this routine is finished as it is.

  On the other hand, when the opening degree of the accelerator pedal 11 is equal to or smaller than the predetermined value and a Yes determination is made in step ST1, the process proceeds to step ST2 to determine whether or not a downshift command for the automatic transmission 2 has been issued (shift down). Recognition operation of shift down operation by recognition means). That is, it is determined whether or not the operation of the shift lever 51 to the “−” position or the operation of the downshift paddle switch 62 is performed in a situation where the opening degree of the accelerator pedal 11 is equal to or less than the predetermined value. If these operations are not performed and the downshift command is not transmitted, a NO determination is made in step ST2, and this routine is terminated as it is.

  When the downshift command for the automatic transmission 2 has been issued (in FIG. 8, the downshift command is transmitted at the timing T1), and when the determination in step ST2 is Yes, the process proceeds to step ST3 and the automatic transmission 2 The hydraulic control is started. By this hydraulic control, the automatic transmission 2 starts a shift-down operation. Actually, after the downshift command is issued and the hydraulic pressure control is started, the downshift operation is started with a predetermined time delay until the hydraulic pressure rises to a predetermined value.

  Thereafter, in step ST4, a throttle opening command signal is output to the actuator 7 of the throttle valve 6 (timing T2 in FIG. 8: start of the operation of increasing the output torque of the drive source by the torque increase execution means). As for the output timing of the throttle opening command signal, it is considered that there is a time delay until the hydraulic pressure rises to a predetermined value after the downshift command is issued as described above. The timing of waiting for the elapse of a predetermined time. Although the opening of the throttle valve 6 is increased by the output of the throttle opening command signal, actually, after the throttle opening command signal is output, the throttle opening command signal is followed with a slight time delay. (In FIG. 8, the actual opening of the throttle valve 6 increases from the timing T3).

  The opening degree of the throttle valve 6 set at this time raises the friction engagement element of the automatic transmission 2 to the synchronous rotational speed at the shift stage after the downshift, and the operation associated with the increase in the output torque of the engine 1. It is set as an opening degree at which sound (sports sound) can be sufficiently obtained. The specific opening is obtained empirically by, for example, experiments and calculations. For example, the opening is set as 50%.

  In accordance with the throttle opening command signal, the opening of the throttle valve 6 increases, and it is estimated in step ST5 whether the output torque of the engine 1 has actually increased (torque up). As described above, the torque increase estimation operation is performed based on the torque estimation map using the engine speed, the throttle opening, and the intake air amount as parameters.

  In step ST5, when it is recognized that the output torque of the engine 1 has increased and a Yes determination is made (in FIG. 8, the output torque (estimated value) of the engine 1 has increased from timing T4. That is, the throttle valve. 6), the output torque of the engine 1 starts to increase with a slight time delay from the timing T3 at which the actual opening of the engine 6 starts to increase), and the process proceeds to step ST6. The operation is started (start of the operation of reducing the output torque of the drive source by the torque down execution means). Due to this retarded operation of the ignition timing, the output torque of the engine 1 is reduced. That is, the increase in the output torque of the engine 1 accompanying the increase in the opening of the throttle valve 6 in step ST4 described above and the decrease in the output torque of the engine 1 due to the retarding operation of the ignition timing of the spark plug 12 in step ST6. Done at the same time.

  The relationship between the increase amount of the output torque of the engine 1 due to the increase in the opening of the throttle valve 6 here and the decrease amount of the output torque of the engine 1 due to the retarding operation of the ignition timing of the spark plug 12 is as follows. The increase amount of the opening degree of the throttle valve 6 and the retard amount of the ignition timing of the spark plug 12 are set so that the increase amount of the torque becomes larger than the decrease amount of the output torque (each output torque by the output torque control means). Control of the amount of increase and decrease). More specifically, the increase amount of the output torque of the engine 1 due to the increase in the opening of the throttle valve 6 is set as an amount that can sufficiently obtain a sports sound due to the increase in the intake air amount. On the other hand, the amount of decrease in the output torque of the engine 1 due to the retarding operation of the ignition timing of the spark plug 12 is that the vehicle 1 jumps out in the forward direction by the output torque of the engine 1 increased by the increase in the opening of the throttle valve 6 described above. The target torque is set so as not to cause a feeling, and the torque reduction amount is set so as to obtain this target torque. In other words, from the amount of increase in the output torque of the engine 1 that can sufficiently obtain sports sound, only the amount of decrease in the output torque of the engine 1 due to the retarding operation of the ignition timing (the absolute value of the amount of decrease in output torque). The increase amount and decrease amount of each torque are set so that the subtracted output torque becomes the target torque.

  The amount of decrease in the output torque of the engine 1 due to the retard of the ignition timing may be set based on the amount of increase in the output torque of the engine 1 due to the increase in the opening of the throttle valve 6. It may be set regardless of the amount of increase. That is, the amount of decrease in the output torque of the engine 1 due to the retard of the ignition timing is set as a value that does not cause a feeling of vehicle popping out due to the increase in the output torque of the engine 1 due to the increase in the opening of the throttle valve 6. It only has to be done.

  Thereafter, the opening degree of the throttle valve 6 returns to the original opening degree (in FIG. 8, the throttle opening command signal is canceled at the timing T5, and the opening degree of the throttle valve 6 is changed to the original opening degree (for example, idling operation at the timing T6). In step ST7, it is estimated whether or not the output torque of the engine 1 has also returned to the state before the increase (torque up) described above (in FIG. 8, at the timing T7, the output of the engine 1). The torque has returned to the state before the increase (torque up)). As described above, this torque-down estimation operation is also performed based on the torque estimation map using the engine speed, the throttle opening, and the intake air amount as parameters.

  In this case, the timing at which the throttle opening command signal is released (timing T5) is such that the actual opening of the throttle valve 6 returns to the original opening before the completion of the shift down (timing T8). And the output torque of the engine 1 is set so as to return to the state before the torque increase. Specifically, the shift progress degree at which the input shaft rotation speed of the automatic transmission 2 shifts from the synchronous rotation speed at the shift speed before the shift down to the synchronous rotation speed at the shift speed after the shift down is a predetermined progress (for example, When the difference in rotational speed between these synchronous rotational speeds is 100%, the throttle opening command signal is issued when the amount of increase from the synchronous rotational speed at the gear position before downshifting reaches 30% (shifting progress 30%). To release. The timing at which the throttle opening command signal is released is not limited to this, and the output torque of the engine 1 returns to the state before the torque increase when the shift down operation of the automatic transmission 2 is completed. It is sufficient if the timing is such.

  If it is determined in step ST7 that the output torque of the engine 1 has returned to the state before the increase and the determination is Yes, the process proceeds to step ST8, and at this timing T7, the ignition timing retarding operation of the spark plug 12 is performed. Is terminated. As a result, the reduction operation of the output torque of the engine 1 due to the retarding operation of the ignition timing is finished (end of the increase and decrease operations of the output torque by the torque control end means).

  When it is determined in step ST9 that the downshifting operation has been completed, in step ST10, the hydraulic control of the automatic transmission 2 is completed, and the next shift command is awaited. Specifically, the determination operation of the completion of the downshift in step ST9 is performed in the following manner. Specifically, the input shaft rotation speed of the automatic transmission 2 is the synchronous rotation speed at the shift speed after the shift down (the rotation speed of the output shaft 10 × the shift speed after the shift down (In FIG. 8, the input shaft rotational speed is the synchronous rotational speed at the shift stage after downshifting at timing T8).

  As described above, according to the present embodiment, when the automatic transmission 2 is shifted down in the driven state of the engine 1, the operation of increasing the output torque of the engine 1 by increasing the intake air amount; The operation of decreasing the output torque by delaying the ignition timing is executed simultaneously, and the increase amount of the output torque is set to be larger than the decrease amount of the output torque. As a result, it is possible to avoid the feeling of jumping out of the vehicle by reducing the output torque while improving the shift response during the shift-down operation while sufficiently obtaining the sports sound by increasing the output torque. It is possible to achieve both the sporting performance of the vehicle.

  In particular, in the present embodiment, since the output torque of the engine 1 is increased by increasing the opening of the throttle valve 6 and increasing the intake amount of the engine 1, A combustion sound in the combustion chamber can be effectively generated, and a good sports sound can be sufficiently obtained.

  Further, in the present embodiment, the output torque of the engine 1 is reduced by retarding the ignition timing of the spark plug 12, so that a very short time from the transmission of the retard command signal from the engine control device 3. In the meantime, it is possible to reduce the output torque of the engine 1. Therefore, the timing for decreasing the output torque of the engine 1 is not delayed from the timing for increasing the output torque of the engine 1, and only the operation of increasing the output torque of the engine 1 is preceded. It is avoided that the rotational speed of the input shaft of the automatic transmission 2 suddenly increases due to being performed.

-Other embodiments-
In the embodiment described above, the automatic transmission 2 having the transmission mechanism unit 30 including the three planetaries 31 to 33 is taken as an example, but the present invention is not limited to this, and the automatic transmission having various transmission mechanism units is provided. It is possible to apply to the machine. Further, the number of shiftable stages in the transmission mechanism unit 30 is not particularly limited.

  In the above-described embodiment, the case where the present invention is applied to an FR (front engine / rear drive) vehicle has been described. However, the present invention can also be applied to an FF vehicle and a four-wheel drive vehicle.

  In the above-described embodiment, the case where the present invention is applied to an automobile equipped with the gasoline engine 1 has been described. The present invention is not limited to this, and can also be applied to an automobile equipped with a diesel engine. Further, the number of cylinders and the engine type (V type, horizontally opposed type, etc.) are not particularly limited.

  In the above embodiment, the case where the present invention is applied to an automobile equipped with a general automatic transmission 2 provided with a planetary gear mechanism has been described. The present invention is not limited to this, and is an automatic manual transmission that includes a parallel gear transmission similar to a general manual transmission and that automatically performs a shift operation (gear stage switching operation) using a shift actuator, a select actuator, and the like. The present invention can also be applied to automobiles equipped with AMT).

  In the above embodiment, the retard operation of the ignition timing is performed as a means for reducing the output torque of the engine 1, but the present invention is not limited to this, and the opening / closing timing of the intake / exhaust valve by the VVT mechanism 13 is not limited thereto. The output torque of the engine 1 may be reduced by changing the phase (for example, reducing the overlap amount of the intake and exhaust valves). In addition, in the case of a mechanism having a variable lift amount of the intake / exhaust valve, the output torque of the engine 1 may be decreased by reducing the lift amount. Furthermore, in the hybrid vehicle, the feeling of popping out of the vehicle may be avoided by applying the output of the driving motor to the deceleration side of the automobile.

  Further, in the above-described embodiment, when the shift-down control operation in the accelerator-off state (hereinafter referred to as the control operation of the present invention) is performed at the time of shift-down by the manual shift operation of the driver in the “manual shift mode”, and The control operation of the present invention is performed both at the time of shift down by the manual shift operation of the driver in the “manual shift mode”, at the coast down shift in the “automatic shift mode”, and at the shift down by the D range paddle active control. Explained the case. Not limited to this, the control operation of the present invention is performed at the time of shift down by the manual shift operation of the driver in the “manual shift mode”, and the control operation of the present invention is performed at the time of the coast down shift or the shift down in the D-range paddle active control. May be prohibited. Further, in the case of an automobile provided with a pattern select switch capable of switching the shift characteristics of the automatic transmission 2 between “normal shift” and “sport shift”, the control of the present invention is performed when the “sport shift” is selected. When the operation is performed and the “normal shift” is selected, the control operation of the present invention may not be performed, or the control operation of the present invention may be performed in both of them.

  In addition, in the above embodiment, the estimated value of the output torque of the engine 1 is obtained as the timing for starting the retard of the ignition timing, and the ignition timing is substantially the same as the timing at which the output torque of the engine 1 increases. Was starting to retard. The present invention is not limited to this, and the actual value of the output torque of the engine 1 is obtained, and the retard of the ignition timing is started at a timing that substantially coincides with the timing at which the output torque of the engine 1 that is the actual measurement value increases. It may be. In addition, the timing at which the ignition timing is retarded may be matched with the timing at which the opening of the throttle valve 6 increases (timing T3 in FIG. 8).

  Similarly, in the above embodiment, the estimated value of the output torque of the engine 1 is obtained as the timing for ending the retard of the ignition timing, and is approximately the timing when the output torque of the engine 1 returns to the value before the increase. The ignition timing retardation was terminated at the same timing. The present invention is not limited to this, and an actual value of the output torque of the engine 1 is obtained, and the ignition timing is substantially coincident with the timing when the actual value of the output torque of the engine 1 returns to the value before the increase. The retardation may be terminated. Further, the timing for ending the retard of the ignition timing may be substantially coincident with the timing (timing T6 in FIG. 8) when the opening of the throttle valve 6 returns to the opening before the increase.

1 is a schematic configuration diagram illustrating a power train of a vehicle according to an embodiment. It is a skeleton figure which shows an example of the transmission mechanism part in an automatic transmission. It is a figure which shows the engagement state for every gear stage of each clutch and each brake in an automatic transmission. It is a schematic block diagram which shows the control block containing an engine control apparatus and a transmission control apparatus. It is a figure which shows the shift gate of a shift apparatus. It is a figure which shows the shift map used for shift control. It is a flowchart figure which shows the procedure of the downshift control operation | movement in an accelerator-off state. When a shift down control operation is performed in the accelerator off state, the shift command, the input shaft speed of the automatic transmission, the throttle valve opening command signal, the actual throttle valve opening, the estimated output torque of the engine, It is a timing chart figure which shows the ignition timing of a spark plug, respectively.

Explanation of symbols

1 Engine (drive source, internal combustion engine)
2 Automatic transmission 6 Throttle valve (torque-up means)
12 Spark plug (torque down means)
13 VVT mechanism (torque down means)

Claims (10)

In an apparatus for controlling the output of a driving source in a vehicle that transmits a driving force from a driving source by a transmission and transmits the driving force to driving wheels,
Downshift recognition means for recognizing that the downshift operation of the transmission is performed in the driven state of the drive source;
Torque-up means capable of increasing the output torque of the drive source;
Torque-down means capable of reducing the output torque of the drive source;
Torque-up execution that receives the output from the shift-down recognizing means and starts increasing the output torque of the drive source by the torque-up means when the shift-down operation of the transmission is performed in the driven state of the drive source Means,
The torque-up execution means starts the operation of increasing the output torque of the drive source, and starts the operation of decreasing the output torque of the drive source by the torque-down means at a timing substantially coincident with the timing at which the output torque of the drive source increases. Torque down execution means;
The increase amount of each output torque and the increase amount of the output torque of the drive source increased by the torque increase execution unit are larger than the decrease amount of the output torque of the drive source decreased by the torque reduction execution unit An output torque control means for controlling the amount of decrease, comprising: an output torque control means for a vehicle. In the vehicle output control device according to claim 1,
When the increase operation of the output torque of the drive source by the torque increase execution means is finished, the decrease operation of the output torque of the drive source by the torque reduction execution means is performed at a timing substantially coincident with the timing when the output torque of the drive source decreases. An output control device for a vehicle, comprising: torque control ending means for ending. In the vehicle output control device according to claim 1 or 2,
The drive source is an internal combustion engine,
The torque-up means is a throttle valve that can adjust the intake air amount of the internal combustion engine,
The torque increase execution means increases the intake amount of the internal combustion engine by increasing the opening of the throttle valve when the shift down operation of the transmission is performed in the driven state of the internal combustion engine. A vehicle output control device configured to increase output torque. In the vehicle output control device according to claim 1 or 2,
The drive source is an internal combustion engine,
The torque down means is an internal combustion engine spark plug or an intake / exhaust valve,
The torque-down execution means is a timing that substantially coincides with the timing at which the output torque of the internal combustion engine increases due to the operation of the torque-up execution means, and the retarding operation of the ignition timing of the spark plug or the phase of the opening / closing timing of the intake / exhaust valve An output control device for a vehicle, characterized in that the output torque of the internal combustion engine is reduced by making a change. In the vehicle output control device according to claim 3,
The start timing of the drive source output torque decreasing operation by the torque reduction execution means substantially coincides with either the timing of increasing the throttle valve opening, the estimated value of the output torque of the internal combustion engine, or the timing of increasing the actually measured value. An output control device for a vehicle, characterized in that In the vehicle output control device according to any one of claims 1 to 5,
The vehicle output control device, wherein the downshift recognition means is configured to recognize that a downshift operation has been performed when a manual downshift operation is performed by a driver of the vehicle. In the vehicle output control device according to any one of claims 1 to 6,
The timing for starting the increase operation of the output torque of the drive source by the torque increase execution means is set to the timing when a predetermined delay time has elapsed after the shift down recognition means has recognized the shift down operation of the transmission. An output control device for a vehicle. In the vehicle output control device according to any one of claims 1 to 7,
The output torque control means raises the rotational speed of the drive source to the synchronous rotational speed at the shift stage after downshifting, and sets an increase amount of the output torque that can sufficiently obtain an operation sound accompanying the increase in the output torque. An output control device for a vehicle, characterized in that In the vehicle output control device according to any one of claims 1 to 8,
The output torque control means sets a target torque that does not cause a feeling of jumping in the forward direction of the vehicle accompanying an increase in the output torque of the drive source that is increased by the torque increase execution means, and the torque is set so as to be the target torque. An output control device for a vehicle, characterized in that it is configured to set a reduction amount of an output torque of a drive source that is reduced by a down execution means. In the vehicle output control device according to claim 2,
The torque control ending unit is configured to increase the output torque of the drive source by the torque up execution unit and the torque down execution unit before the input shaft rotation number of the transmission reaches the synchronous rotation number in the shift stage after the downshift. An output control device for a vehicle, characterized in that it is configured to end both the reduction operations of the output torque of the drive source.

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